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“ DAYTON-WRIGHT ” 
AIRPLANES 

Commercial 
and Pleasure 
Aircraft 

sf 

Distinction 



7 Ae 

General Motors Corporation, 
Dayton-Wri^ht Division, 

Dayton., OKio, U.S. A. 


THE BIRTHPLACE OF AVIATION 


Members of the Manufacturers 
yrfircraftylssociation. 


Copyright. 1920 by The General Motors Corporation, Dayton-Wright Division, Dayton, Ohio. 









Orville ^iri^ht 





/ o * 






Man’s Development of Vehicles 

of Locomotion 


T HE word rapid is purely relative. 

When old Peter Voorhees, during 
the year 1840, established his stage-coach 
lines between Dayton and Cincinnati, 
rapid travel was made possible between 
the two cities. Changes of horses every 
few miles made this practicable. The 
steaming animals fairly flew from one 
relay post to another, so that the trip was 
made in little or no time —as time went in 
those days of long ago. 

But then even this was a long trip to 
make—this sixty miles from early Dayton 
to early Cincinnati. Yet today this same 
trip is a matter of minutes, not hours. 
Man’s development of vehicles of trans¬ 
portation has been rapid. And rapidly 
do we travel today. The story of these 
changes from old ways to new, is one that 
brings out all of the romance of a dream. 

Yet we have but to look about to know 
that here is a dream come true. 

Slowly—and yet rapidly for then—the 
old prairie schooner crawled across the 
plains. No more do we see those ancient 
“tents on wheels.” They have been re¬ 
placed by modern “palaces on wheels”— 
the Pullman of today. 


The old Oregon Trail will see no more 
the wild rangers and the cattle rustlers of 
yesterday. It is a great motor highway 
today. The chug-chug-chug of the gasoline 
engine is the wildest sound one hears. And 
the cars one sees are not those of the last 
century, but one and all represent effi¬ 
ciency, power, speed, durability, and even 
elegance. 

You who read may often have disem¬ 
barked with the other passengers and 
helped the poor little mules lug the recent 
(now old and obsolete) street-car up the 
grade. The descendants of those sturdy 
street-car mules of yesterday live with but 
a memory of a past that is gone forever— 
for electricity came forward through de¬ 
velopment to take their places. 

The old canals that netted their weary 
way across the land, are gone. They have 
been filled in to make long boulevards or 
building sites for modern homes. The old 
canal boats, rapid in their way in their 
day, are no more. 

We even may imagine that Robert Ful¬ 
ton, when first he began his experiments 
with steam navigation, little dreamed of 
ocean navigation as it is accomplished 









DAYTON { 



WRIGHT == 


today in a big liner. Nor—in all likeli¬ 
hood—did Stephenson in his dreams for a 
locomotive see in his visions such complete 
accomplishment as is embodied in any one 
of the great engines that so surely and so 
swiftly sweep across the continent with 
the assurances of arriving day after day 
in San Francisco on time. 

And so it is also with aviation, that 
most thrilling and at the same time 
most wonderful of man’s developments in 


transportation. When Orville and Wilbur 
Wright first began their experiments, 
little did they dream of the great, unhar¬ 
nessed power that they were bridling for 
man’s good. But so it has always been, 
and vou who read this book have lived to 
see the day of practical aviation come 
true! 

Great is the wonder of it—especially so 
since aircraft have now been developed to 
the point of Safety and Comfort. 





_ 











The Story of the Wright Brothers’ 
Early Developments 

By ORVILLE WRIGHT 


O UR first interest in aeronautics 
dates back as far as 1899, at 
which time my brother, Wilbur, and I 
started work on the development of a 
heavier-than-air machine which would be 
sufficiently mobile to permit of practical 
flying. Some of our first experiments 
were carried out in Dayton and others in 
Kitty Hawk, North Carolina. The first 
actual heavier-than-air machine was a 
glider, flown in the year 1900, at Kitty 
Hawk. The span of this plane was eight¬ 
een feet with a chord of five feet. Most of 
the experiments with this glider were 
made as a kite, operating the levers by 
cords from the ground. 

In 1908, we developed a power machine 
having a span of forty-one feet and a 
chord of six and one-half feet. Inasmuch 
as we had previously been unable to secure 
a satisfactory motor for this plane, we 
developed and made one which met the 


requirements and which developed from 
ten to twelve horse power. The motor was 
of the horizontal type. The weight of the 
machine complete with the operator was 
750 pounds. This machine made the first 
flight in the history of the world at Kitty 
Hawk, North Carolina, on December 17, 
1903. 

The flights of the 1902 glider had dem¬ 
onstrated the efficiency of our system of 
maintaining equilibrium, and also the 
accuracy of the laboratory work upon 
which the design of the glider was based. 
We then felt that we were prepared to 
calculate in advance the performance of 
machines with a degree of accuracy that 
had never been possible with the data 
and tables possessed by our predecessors. 
Before leaving camp in 1902, we were 
already at work on the general design of 
a new machine which we proposed to 
propel with a motor. 













The Wright Brothers’ kite used in making experiments 
with heavier-than-air craft. 


The original Wright Glider, 1900. 




When the motor was completed and 
tested, we found that it would develop 
sixteen horse power for a few seconds, 
but that the power rapidly dropped till, 
at the end of a minute, it was only twelve 
horse power. Ignorant of what a motor 
of this size ought to develop, we were 
greatly pleased with the performance. 
More experience showed us that we did 
not get one-half of the power we should 
have had. 

We left Dayton September 23d, and 
arrived at our camp at Kill Devil Hill on 
Friday, the 25th. 

On November 28th, while giving the 
motor a run indoors, we thought we again 
saw something wrong with one of the pro¬ 
peller shafts. On stopping the motor we 
discovered that one of the tubular shafts 
had cracked. Immediate preparation was 


made for returning to Dayton to build 
another set of shafts. 

Wilbur remained in camp while I went 
to get the new shafts. I did not get back 
to camp again till Friday, the 11th of 
December. Saturday afternoon the ma¬ 
chine was again ready for trial, but the 
wind was so light a start could not have 
been made from level ground with the run 
of only sixty feet permitted by our mono- 
rail track. Nor was there enough time 
before dark to take the machine to one of 
the hills where, by placing the track on a 
steep incline, sufficient speed could be 
secured for starting in calm air. 

Monday, December 14th, was a beauti¬ 
ful day, but there was not enough wind to 
enable a start to be made from the level 
ground about camp. We therefore de¬ 
cided to attempt a flight from the side of 























===== COMMERCIAL ( '• AIRCRAFT= 



Making a landing with the original glider. 


the big Kill Devil Hill. We had arranged 
with the members of the Kill Devil Hill 
life-saving station, which was located a 
little over a mile from our camp, to inform 
them when we were ready to make the 
first trial of the machine. 

During the night of December 16, 1903, 
a strong, cold wind blew from the north. 
When we arose on the morning of the 
17th, the puddles of water which had been 
standing about camp since the recent 
rains, were covered with ice. The wind 
had a velocity of ten to twelve meters per 
second (twenty-two to twenty-seven miles 
an hour). We thought it would die down 
before long and so remained indoors the 
early part of the morning. But when ten 
o’clock arrived, and the wind was as brisk 
as ever, we decided that we had better get 



A flight at Kitty-Hawk, N. C., with the Model “A,” 
the first successful heavier-than-air machine. 


the machine out and attempt a flight. We 
hung out the signal for the men of the life ■ 
saving station. We thought that by fac¬ 
ing the flyer into a strong wind, there 
ought to be no trouble in launching it from 
the level ground about camp. We realized 
the difficulties of flying in so high a wind, 
but estimated that the added dangers in 
flight would be partly compensated for by 
the slower speed in landing. 

After running the motor a few minutes 
to heat it up, I released the wire that held 
the machine to the track, and the machine 
started forward into the wind. Wilbur 
ran at the side of the machine, holding the 
wing to balance it on the track. Unlike 
the start on the 14th, made in a calm, the 
machine, facing a twenty-seven-mile wind, 
started very slowly. Wilbur was able to 

























DAYTON fra? WRIGHT = 



“Taking-off” with a Model “A” 
at Kitty-Hawk. 


The Model “A” was equipped with a 30 h. p. motor, and 
its span was 41 feet. It was flown in the United 
States, France, Italy, and Germany. This 
plane is still in Mr. Wright’s laboratories. 


stay with it until it lifted from the track 
after a forty-foot run. One of the life¬ 
saving men snapped the camera for us, 
taking a picture just as the machine had 
reached the end of the track and had risen 
to a height of about two feet. 

The course of the flight up and down 
was exceedingly erratic, partly due to the 
irregularity of the air, and partly to lack 
of experience in handling this machine. 
The control of the front rudder was diffi¬ 
cult on account of its being balanced too 
near the center. This gave it a tendency 
to turn itself when started, so that it 
turned too far on one side and then too 
far on the other. As a result, the machine 


would rise suddenly to about ten feet and 
then as suddenly dart for the ground. A 
sudden dart when a little over a hundred 
feet from the end of the track, or a little 
over 120 feet from the point at which it 
rose into the air, ended the flight. As the 
velocity of the wind was over thirty-five 
feet per second and the speed of the ma¬ 
chine over the ground against this wind 
ten feet per second, the speed of the ma¬ 
chine relative to the air was over forty-five 
feet per second, and the length of the flight 
was equivalent to a flight of 540 feet made 
in calm air. This flight lasted only twelve 
seconds, but it was nevertheless the first 
in the history of the world in which a 











































f Lv, 


C5 L 


:AFT 



machine carrying a man had raised itself 
by its own power into the air in full flight, 
had sailed forward without reduction of 
speed, and had finally landed at a point as 
high as that from which it started. 

At twenty minutes after eleven Wilbur 
started on the second flight. The course 
of this flight was much like that of the 
first, very much up and down. The speed 
over the ground was somewhat faster 
than that of the first flight, due to the 
lesser wind. The duration of the flight 
was less than a second longer than the 


first, but the distance covered was about 
seventy-five feet greater. 

Twenty minutes later the third flight 
started. This one was steadier than the 
first one an hour before. I was proceed¬ 
ing along pretty well when a sudden gust 
from the right lifted the machine up 
twelve to fifteen feet and turned it up 
sidewise in an alarming manner. It be¬ 
gan a lively siding off to the left. I warped 
the wings to try to recover the lateral 
balance, and at the same time pointed the 
machine down to reach the ground as 
























G 


quickly as possible. The lateral control 
was more effective that I had imagined, 
and before I reached the ground the right 
wing was lower than the left and struck 
first. The time of this flight was fifteen 
seconds and the distance was over the 
ground a little over two hundred feet. 

Wilbur started the fourth and last 
flight at just twelve o’clock. The first few 
hundred feet were up and down as before, 
but by the time three hundred feet had 
been covered, the machine was under 
much better control. The course for the 
next four or five hundred feet had but 
little undulation. However, when out 
about eight hundred feet the machine be¬ 
gan pitching again, and in one of its starts 


downward struck the ground. The dis¬ 
tance over the ground was measured and 
found to be 852 feet; the time of the flight, 
fifty-nine seconds. The frame supporting 
the front rudder was badly broken, but 
the main part of the machine was not 
injured at all. We estimated that the 
machine could be put in condition for 
flight again in a day or two. 

I believe that this brief account of some 
of our early experiences, problems, and 
perplexities will indicate something of the 
difficulties involved and the discourage¬ 
ments surmounted in the early days of 
our work to produce a heavier-than-air 
machine which would actually fly. 



The Company’s aircraft plants at Dayton, Ohio. 







The Charm of Air Travel 


G OD gave us the land and the sea, the 
forests, the plains, and the moun¬ 
tains. He gave us also the skies. He gave 
us the air. 

For centuries man has used to his ad¬ 
vantage the land and the sea, the forests, 
the plains, and the mountains. For cen¬ 
turies he did not use —because he did not 
know how—the skies, the air. 

And then, in Dayton, Ohio, two broth¬ 
ers, Wilbur and Orville Wright, were 
attracted to the mighty possibilities that 
the skies held forth for man—and to the 



Luxurious interior of the Model O-W, showing 
the pilot and passenger seats. 



Looking forward from the pilot’s seat 
in the Model O-W. 


unutterable charm and untold wonder of 
this most subtle of all the elements. And 
because of the success that ultimately 
came as a result of the experiments of 
these two brothers, man has caused the 
very air itself at last to surrender to 
his needs. 

There is a fascination about air travel 
that nothing else can equal. To ride in 
Safety, Speed, and Comfort through the 
air—in the air—surrounded by nothing 
but air—grips one unconquerably with 
the very joy and great wonder of it. 
To soar in freedom through the clouds, 
above or under them—over vast plains or 
mighty forests, over wide fields and great 
cities—what can ever equal the sensa¬ 
tions of the air-traveler at such moments! 
Truly, there has never been anything that 
man has ever accomplished that can even 

















approach in the great wonder of it the 
conquest of the air! 

“ Dayton-Wright” engineers in consul¬ 
tation with Mr. Orville Wright have spent 
years in the development' of those factors 
most essential to air travel —Safety, 
Speed, and Comfort. 

The elements of hazard, discomfort, 
and unreliability which Jiave so charac¬ 
terized aeronautics in the past, have been 
effectively reduced in “Day ton-W right” 
commercial craft. The making of busi¬ 
ness or pleasure trips by air in a “ Dayton- 
Wright” “ship” may be regarded as com¬ 
monplace from the standpoint of Safety. 

In these days of land travel, with 
its incident inconvenience and delays, a 


“ Day ton-Wright” commercial plane can 
make your proposed trip in less than one- 
fourth the time required to cover the 
same distance by the fastest train. The 
original incentive that prompted the 
Wright Brothers to carry on their experi¬ 
ments, was not alone the idea of traveling 
by air, but the development of a means of 
going from place to place with greater 
Speed. 

The development of comfort and even 
luxury which has been so characteristic 
of all means of passenger locomotion, 
manifests itself in “Day ton-W right” com¬ 
mercial and pleasure craft. In closed types 
the unsightly “togs” necessary with the 
use of open craft, the rushing wind and 
cold, bear no more relation to air travel 



The National Capitol at Washington viewed from airplane. 

















than a flat-car equipped with benches does 
to a Pullman chair-car. “Dayton-Wrght” 
engineers have embodied in their designs 
all of the fine points which make it pos¬ 
sible to travel by air with the maximum 
degree of Comfort. 

The views of both the Capitol and the 
White House at Washington, as shown 
below on these two pages, are reproduc¬ 
tions of splendid and unusual photographs 
taken from the air; and visualize in their 
majesty of expanse, as well as their dis¬ 
tinctness of detail, some of the raptures 
of air travel, for the world is thus laid at 
one’s feet and you cannot fail to feel the 
thrill of it, the grandeur and the marvel 
of it all. 

The charm of air travel! You who 


know what it means can visualize it now 
as you read. But to those of you who have 
not yet “been up,” we can only suggest 
that you close your eyes and try to dream 
the dream of what that first flight of 
yours is going to mean—what wonders it 
will unfold! 

You will sit, perchance, in the Safe, 
Swift, Aerial Coupe or the Cabin Cruiser, 
and ride with the greatest Comfort you 
have ever known. There will be no sense 
of jolt or jar—no dust, no dirt. You 
will sail through either sunshine or storm 
with the same sort of wild, free joy— 
with an exhilaration such as you have 
never before known in all your life—and 
yet always with that same maximum of 
Safety, Speed, and Comfort. 




•'W. H 

r ■ -t 




; \Yv 

■ } •- • 



The White House as seen from airplane. 




















= DAYTON WRIGHT =— 



Model O-W “Dayton-Wright” Aerial Coupe. 


“ Day ton - Wri&ht ” Airplanes 
and their Market 


T HE almost daily stories in the news¬ 
papers, supplemented by the vast 
amount of material appearing regularly 
in the national magazines on the many 
practical uses that have already been 
found for airplanes even in this early day 
of their commercial development, makes 
it superfluous for us to more than touch 
upon the subject here. 

For the airplane as a practical commer¬ 
cial proposition is so new—its possibilities 
are so unutterably extensive—its greatest 
uses are as yet so unexplored—its future 


is so big, so broad, so great—there is so 
much development of various ways and 
means still to be accomplished—that no 
one can more than hint at some of the 

c 

wonderful things the future holds forth. 

This much we do know: that a great 
dream is coming true—that we who are 
living today are seeing the greatest ac¬ 
complishment of man rapidly culminating 
into an assured actuality in the conquest 
of the air —that the day of the airplane 
has arrived! 

























Model K-T “Dayton-Wright” Cabin Cruiser. 


That fact is too certain to be doubted 
even by the most skeptical. The war gave 
the needed impetus to aviation—and now 
it will go forward both surely and rapidly. 

Airplanes have crossed the Atlantic 
Ocean. Airplanes are successfully—and 
regularly—carrying United States mail. 
Airplanes are carrying business men 
from suburban homes to their offices— 
and to distant cities to keep important 
engagements. Airplanes are carrying 
light cargoes to keep factories at full, non¬ 
stop production. Airplanes are being used 
by traveling men to cover territories—by 
newspapers to deliver special editions— 
and in a thousand and one other ways too 
numerous to mention. 

Following the heavy-weight champion¬ 
ship prize fight in Toledo last summer, one 


of the newspapers of that city had deliv¬ 
ered its fight extra in less than no time to 
every town within a given radius—by 
airplane. 

A farmer challenged the salesman for 
a farm lighting plant to call on him in an 
airplane—and he agreed to buy. The 
challenge was accepted—the sale made— 
and the trip continued to other prospects. 
It was one of the most successful selling- 
trips on record. 

In Indiana a large firm manufacturing 
motor trucks maintains a fleet of air¬ 
planes to the very great advantage of 
their business. In this, still their day of 
novelty, airplanes are being used by many 
firms for advertising stunts, delivering 
sample packages, etc. 























One Saturday afternoon last summer, a 
Dayton business man left here in an air¬ 
plane, flew across the State of Ohio and 
over Lake Huron, and ate dinner with his 
family that same evening on Georgian 
Bay. Only one week later he left here 
again on Saturday aft&fmoon, attended a 
business banquet in Cleveland that even¬ 
ing, flew on from there to the Thousand 
Islands to spend Sunday—and was back 
at his desk in Dayton on Monday morning. 

Another man left Dayton very early 
one morning for Chicago—spent the whole 
morning there transacting some impor¬ 
tant business—and before two o’clock in 
the afternoon of that same day was back 
at his desk in Dayton! 

Still another man here in “The Birth¬ 
place of the Airplane” was called on the 
phone from New York one morning about 
ten o’clock. At eleven he was starting for 
the Eastern city. At a little after three 


he was there! The airplane time between 
Dayton and New York has been cut to 
four hours. Can any one gainsay what 
this means to important business? 

The big farms and great ranches of the 
West are finding airplanes of the greatest 
possible service. Sportsmen know them 
to offer the greatest exhilaration man can 
experience. The time to buy your air¬ 
plane is now. 

The details of air-travel will be worked 
out. Laws of the air will be made. Land¬ 
ing fields will be established—and this 
last is something that everyone who is 
interested in aviation should work for and 
give his best energies and cooperation. 

u Dayton-Wright” engineers have devel¬ 
oped three types of airplanes which they 
are now prepared to offer to the public as 
embodying the three great factors of 
Safety, Speed and Comfort. Illustra- 























tions are shown of these three models, also 
specifications—but first we want to call 
every prospective purchaser’s attention to 
this all important fact: 

With every “Day ton-W right” plane 
sold goes a thoroughly experienced and 
reliable pilot who ivill remain with the 
plane at the discretion of the customer . 
Each of these pilots has been trained and 
passed his examinations under our chief 
pilot, Mr. Howard Rhinehart, who received 
his training in the early days under Mr. 
Wright himself. 

The Model K-T Cabin Cruiser 

T HE six-hour cruising radius of the 
K-T Cabin Cruiser makes this ship 
particularly desirable for covering greater 
distances at a higher rate of speed. The 
clear vision cabin with its comfortable 
seating arrangement affords all the con¬ 
veniences of modern traveling. 

This is purely a commercial ship and is 
built for either passenger or freight 
carrying; for the latter by merely remov¬ 
ing seat provided for the passengers. 

The high factor of safety is a prom¬ 
inent feature of the “K-T” as it has in 
its construction our characteristic high- 
grade workmanship and stable design, 
which are features of which we feel we 
may justly boast. 

It is powered with the Liberty Twelve 
motor, giving a maximum speed of 120 
miles per hour, most adequate for general 
use. The merits of this motor were proven 
in the great war, when machines equipped 
with them accomplished such wonderful 
results over the front when the reliability 
of the motor meant so much. 


The Model O-W Aerial Coupe 

HE three-passenger Aerial Coupe, 
Model O-W (equipped with the His- 
pano Suiza “E” Motor or Packard Eight) 
and its great supporting surfaces, affords 
all the safety and luxuries of the modern 
limousine of the road. 

No pains have been spared in the refine¬ 
ment of all structural details, in that 
every component part has been designed 
and built to withstand many times the 
strain which the plane would be normally 
required to bear. Material for the wood 
construction is all carefully selected from 
properly seasoned, high-grade spruce— 
the ideal wood for aeronautical purposes. 
Infinite care is taken in the inspection of 
every part—metal, wire, wood, and linen 
—before and after fabrication, assuring 
absolutely first-class workmanship. 

The Hispano-Suiza motor needs no in¬ 
troduction as to its great worth, supplying 
with its 180 horsepower a maximum fly¬ 
ing speed of jirnetyffive miles per hour. 
This speed, however, can be reduced to 
thirty-five miles, making it possible to 
land in the ordinary field should it be 
found necessary to do so. 

For night flying the Holt Flare lights 
on this ship supply ample illumination for 
landing. 

This plane is especially adaptable to 
moderate cross-country flying, as it car¬ 
ries sufficient fuel capacity for approxi¬ 
mately five and one-half hours continuous 
flying. 

The cabin is peculiarly suited for the 
most exacting passengers. The comfort¬ 
able seats, luxuriously upholstered,, 



o 


require no cramping position; accommo¬ 
dations have been provided for necessary 
baggage, and absolute protection is af¬ 
forded against the elements. The com¬ 
plete visibility of the cabin is another 
feature worthy of note. 

The usual noise from the motor is com¬ 
pletely deadened within the cabin, and 
conversation can be carried on in a normal 
tone of voice. This should appeal to the 
time-saving man in transacting business 
with an associate while enroute, or the 
ranch owner with his superintendent tak¬ 
ing a survey over his interests, etc. For 
pleasure purposes, the advantages of this 
machine are self-evident. 

The Nine-Hour Cruiser 

T HIS ship affords a slightly greater 
speed than the other models; how¬ 
ever, it has not the extra seating capacity 
nor the enclosed cockpit. The fuel 
capacity of this machine gives it a cruis¬ 


ing radius of nine hours’ continuous flight 
which should appeal to the person who 
is frequently called upon to make long¬ 
distance trips. 

The same rigid construction, care, and 
inspection put into our other models, ap¬ 
plies to this machine as well, and with its 
440.53 square feet of supporting surfaces 
and Liberty Twelve motor, assures the 
utmost in safety and stable flying. 

A ship of this type has been used almost 
entirely by the Dayton-Wright Airplane 
Company on any special and important 
business trips to New York, Cleveland, 
Chicago, etc. It might be of interest to 
note that non-stop flights to New York 
from Dayton, Ohio, have been made in as 
low time as four hours and ten minutes. 

The several repeat orders received from 
the Government for this type ship, are 
good evidence of its merits and the satis¬ 
faction it affords. 



The DeHaviland—4 Battleplane in flight. 

(DH-4’s built by the “Dayton Wright” established the most successful records in the first transcontinental races.) 


The Part Played by “ Day ton-Wright ” 

in the War 


T HE Dayton-Wright Airplane Com¬ 
pany was incorporated on April 9, 
1917, for the fundamental purpose of 
bringing together such executive, manu¬ 
facturing, and engineering ability which 
would be of benefit to the Government in 
the carrying out of its prospective air¬ 
craft program. 


Until August, 1917, at which time a 
contract for 400 training planes was 
awarded to the Company by the Govern¬ 
ment, the work, which was largely of an 
experimental nature, was carried on at 
what is now known as the South Field 
Experimental Station. Some time elapsed 
before the original contract was amended, 









o 


the final order calling for the delivery 
of 400 training planes and 5000 DeHavi- 
land-4 battleplanes, the latter to be 
equipped with Liberty motors. 

At the time of the signing of the armis¬ 
tice with Germany, a total of 400 training 
planes and 2703 DeHaviland-4 battle¬ 
planes had been completed and shipped. 
Orders were then received by the Com¬ 
pany to discontinue production after the 
completion and shipment of the 3100th 
DeHaviland. 

It is a fact worthy of note that at the 
time of the signing of the armistice, be¬ 
tween 1800 and 2000 DeHaviland-4’s 
made by the Dayton-Wright Airplane 
Company had been received in France. 

The Company’s experimental station, 
better known perhaps as “South Field,” 
is situated a short distance from the main 
plant. A total of 65,000 square feet of 
floor space comprises practically a com¬ 
plete factory on a small scale for the turn¬ 
ing out of completed airplanes. South 
Field has been used during the war and 
also prior to that time for the develop¬ 
ment of such models as would be adaptable 
for military purposes. The first DeHavi- 
land-4—in fact, the first battleplane of 
any type to be made in this country—was 
built entirely at this experimental plant. 
Here also has been developed the DeHavi- 
land-9A. 

During the latter part of 1918, the 
Company employed 8000 people. The 


maximum production reached prior to the 
signing of the armistice was forty planes 
per day, and production records show that 
for the week prior to the cessation of hos¬ 
tilities, 201 planes were completed and 
shipped. 

It is interesting, perhaps, to mention 
that on April 27th, the management 
authorized a schedule calling for the com¬ 
pletion of the 1000th plane on July 31st, 
the plane to be complete and ready for 
shipment on the New York Central train 
leaving the yards at 4:30 p. m. It may 
be said to the credit of the manufacturing 
organization that at 3:30 p. m. on July 
31st, the plane was completely packed, 
and actually loaded on the cars at 3:57 
p. m. This occasion was celebrated by 
the employees of the plant as somewhat 
of an unprecedented achievement. The 
1000th plane is recorded as having arrived 
in France on September 7th. 

The whole story of the Dayton-Wright 
Airplane Company during the war makes 
a proud record of continuous achievement. 
Thousands of men and women—from all 
classes and conditions—worked daily side 
by side to produce airplanes in great num¬ 
bers for the Allies. The main plant was 
outside of town—but it seemed that never 
could even the roughest weather keep this 
splendid organization from the job. And 
the results always gratified the greatest 
hopes of the management. 


PLEASUREQa? AIRCRAFT 

SPECIFICATIONS 
Model O-W 


General Dimensions 

Wing span, upper plane: 

Wing span, lower plane: 

Depth of wing chord: 

Gap between wings: 

Stagger of wings: 

Angle of incidence: 

Dihedral angle: 

Sweep back: 

Wing curve: 

Balanced rudder. 

Horizontal adjustable stabilizer, setting to line of flight: 

Overall length: 

Overall height: 

Areas 

Wings, upper, including ailerons, 

2 wings @ 133.5 square feet: 
Wings, lower, including ailerons, 

2 wings @ 133.5 square feet: 
Ailerons, 4 @ 15.5 square feet: 

Horizontal stabilizer: 

Elevators, 2 @ 11.4 square feet: 

Rudder (balanced) : 

Total supporting surface: 


Weights and Loading 

Net weight empty: 

Gross weight loaded: 

Useful load: 

Fuel, 

Oil, crankcase and tank, 
Water, jackets and core, 
Pilot, average: 

Two passengers, or other 


70 gallons @ 5.95 pounds: 

7 gallons @ 8.00 pounds: 
8.8 gallons @ 8.33 pounds: 

load: 


46 feet. 

46 feet. 

6 feet 6 inches. 

5 feet 6 % inches. 

None. 

3 degrees. 

None. 

None. 

Modified, R. A. F. 15. 

2 degrees positive, 

3 degrees 30 minutes negative. 
28 feet 6 inches. 

9 feet. 


267.0 

square feet. 

267.0 

square feet. 

62.0 

square feet. 

40.0 

square feet. 

22.8 

square feet. 

15.63 

square feet. 

534.0 

square feet. 

1450 pounds. 

2492 pounds. 


1042 pounds. 

417.50 pounds. 

56.0 pounds. 

73.5 pounds. 

165.0 pounds. 

330.0 pounds. 


1042 pounds. 

4.66 pounds. 

13.85 pounds.* 

6.5. 


3.61 pounds. 

180. 

120 mm. x 130 mm. 
(4.724 in. x 5.118 in.) 


70 gallons. 
13 gallons. 

7 gallons. 
0.5 gallons, 


/O & 

-irf> miles per hour (estimate). 
35 miles per hour (estimate). 
6000 feet in 10 minutes. 

5.4 hours (estimated). 

10.0 hours (estimated). 


Total 

Loading (weight carried per square foot of supporting- 
surface) : 

Loading per brake horse power: 

Factor of safety: 

Motor—(Hispano-Suiza or Packard Eight) 

Weight per rated horse power.. 

Horse power, rated at 1450 r. p. m. (at sea level).. 

Bore and stroke... 

Note: 

The Liberty Six may be used with this type at an 
increased cost. 

Fuel tank capacity... 

Fuel consumption per hour (economical). 

Oil capacity, tank and crankcase... 

Oil consumption per hour (economical). 

Nose radiator (honeycomb Harrison type). 

Performance 

Speed, maximum horizontal flight: 

Speed, minimum horizontal flight: 

Climbing speed: 

Radius of action (economical fuel) : 

Radius of action (economical oil) : 


An adequate supply of spare parts, including motors, is available at all times. 











SPECIFICATIONS 


Model K-T Cabin Cruiser 


General Dimensions 

Wing span, upper plane: 

Wing span, lower plane: 

Depth of wing chord : 

Gap between wings: 

Stagger: 

Length of machine overall: 

Height of machine overall: 

Angle of incidence: 

Dihedral Angle: 

Sweepback: 

Wing curve: 

Horizontal stabilizer angle of incidence: 


Areas 

Wings, upper, including ailerons: 

Wings, lower, including ailerons: 

Center section: 

Ailerons (each 17.9 square feet) : 
Horizontal stabilizer: 

Vertical stabilizer (fin) : 

Elevators (each 12 square feet) : 

Rudder: 

Total supporting surface: 

Loading (weight carried per square foot 
surface): 

Loading (weight per brake horse power) 
Factor of safety: 


43 feet TVz inches. 

43 feet IV 2 inches. 

5 feet 6 inches. 

5 feet 10 inches. 

11% inches. 

30 feet li\ inches. 

11 feet 2 V 2 inches. 

3 degrees. 

3 degrees. 

None. 

R. A. F. 15. 

Plus V 2 degree to plus 5 V 2 de¬ 
grees. 


212.36 square feet. 

214.36 square feet. 
14.37 square feet. 
71.6 square feet. 
38.42 square feet. 

6.0 square feet. 
24.0 square feet. 
13.48 square feet. 
441.09 square feet. 

of supporting 

9.3 pounds. 

: 9.82 pounds. 

6 . 


Weights and Loading 


Net weight, machine empty: 2686 pounds. 

Gross weight (machine, oil, gas, water, two passengers 

and pilot) : 4128 pounds. 

Useful load: - 


Fuel (gasoline), 128 gallons @ 5.95 pounds per gallon: 
Oil, 13 V 2 gallons @ 8.00 pounds per gallon: 

Pilot: 

Two passengers: 

Water, 11 gallons @ 8.33 pounds per gallon: 


761 pounds. 
108 pounds. 
174 pounds. 
308 pounds. 
91 pounds. 


1442 pounds. 


Total: 


1442 pounds. 


Motor—(Liberty Twelve or Packard Twelve) 


Horse power, rated at 1700 r. p. m....420. 

Weight per rated horse power. 2 lbs. 

Bore and stroke. 5 inches x 7 inches. 

Fuel consumption per hour (economical)... 21 gallons. 

Fuel tank capacity.128 gallons. 

Oil capacity provided. ISV 2 gallons. 


Performance 

120 miles per hour. 

55 miles per hour. 

10,000 feet in 10 minutes. 
6 hours. 


Speed, maximum horizontal flight: 
Speed, minimum horizontal flight: 
Climbing speed: 

Radius of action (economical) 


An adequate supply of spare parts, including motors, is available at all times. 










SPECIFICATIONS 

“Dayton-Wright” Nine Hour Cruiser 


General Dimensions 

Wing span, upper plane: 
Wing span, lower plane: 
Depth of chord: 

Lap of wings: 

Stagger: 

Length of machine overall: 
Height of machine overall: 
Angle of incidence: 

Sweep back: 

Wing curve: 

Horizontal stabilizer angle: 


42 feet 5% inches. 
42 feet 5% inches. 
5 feet 6 inches. 

5 feet 10 inches. 
12 inches. 

31 feet 1 V 2 inches. 
11 feet 9 inches. 

3 degrees. 

None. 

R. A. F. 15. 

1 degree minus 3. 


Areas 


Wing, upper, including aileron: 

Wing, lower, including aileron: 

Center section: 

Ailerons (each 17.90 square feet) : 

Horizontal stabilizer: 

Vertical stabilizer: 

Elevators (each 12 square feet): 

Rudder: 

Total supporting surface: 

Loading per square foot supporting surface (commercial) : 
Loading per brake horse power (commercial) : 


214.36 square feet. 
214.36 square feet. 
11.81 square feet. 
71.6 square feet. 
38.42 square feet. 

6.0 square feet. 
24.0 square feet. 
13.48 square feet. 
440.53 square feet. 
9.5 pounds. 

9.9 pounds. 


Weights and Loading 

Net weight of machine: 
Gross weight of machine: 
Useful load: 

Fuel: 

Oil: 

Pilot: 

Passenger: 

Water, 15 gallons: 

Total: 


2410 pounds. 
4193 pounds. 


1783 pounds. 

1178 pounds. 

160 pounds. 

160 pounds. 

160 pounds. 

125 pounds. 


1783 pounds. 


Motor—(Liberty Twelve or Packard Twelve) 

Horse power, rated at 1700 r. p. m. 

Weight per horse power. 

Bore and stroke..... 

Fuel consumption (wide-open throttle).. 

Fuel consumption (in economical flight). 

Fuel tank capacity... 

Oil tank capacity.... 


420. 

2 pounds. 

5 inches x 7 inches. 
32 gallons per hour. 
22 gallons per hour. 
198 gallons. 

20 gallons. 


Performance 

122 miles per hour. 

58 miles per hour. 

10,000 feet in 18 minutes. 
9 hours. 

22,000 feet. 


Speed, maximum, horizontal flight: 
Speed, minimum, horizontal flight: 
Climbing speed (full load) : 

Radius of action: 

Ceiling: 


An adequate supply of spare parts, including motors, is available at all times. 















































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